US9175633B2 - Engine starting method - Google Patents

Engine starting method Download PDF

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Publication number
US9175633B2
US9175633B2 US13/847,665 US201313847665A US9175633B2 US 9175633 B2 US9175633 B2 US 9175633B2 US 201313847665 A US201313847665 A US 201313847665A US 9175633 B2 US9175633 B2 US 9175633B2
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torque
electric motor
internal combustion
combustion engine
rotational speed
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US20130247870A1 (en
Inventor
Nils Sauvlet
Markus Oel
Joerg-Michael Birkhold
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Dr Ing HCF Porsche AG
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Dr Ing HCF Porsche AG
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Assigned to DR. ING. H.C. F. PORSCHE AKTIENGESELLSCHAFT reassignment DR. ING. H.C. F. PORSCHE AKTIENGESELLSCHAFT ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: SAUVLET, NILS, OEL, MARKUS, BIRKHOLD, JOERG-MICHAEL
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N5/00—Starting apparatus having mechanical power storage
    • F02N5/04—Starting apparatus having mechanical power storage of inertia type
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y02T10/6221—
    • Y02T10/6252—
    • Y02T10/6286—

Definitions

  • the invention relates to an engine starting method, in particular for an internal combustion engine of a motor vehicle having an internal combustion engine and having at least one electric motor as a drive motor.
  • the invention also relates to a motor vehicle for carrying out an engine starting method.
  • Motor vehicles having an internal combustion engine and an electric motor are known in the prior art and are also referred to as hybrid vehicles. If the internal combustion engine and the electric motor are arranged on one shaft, this arrangement is also referred to as a parallel hybrid.
  • the motor vehicle may be driven either only by the internal combustion engine, only by the electric motor or by the internal combustion engine and the electric motor simultaneously.
  • the internal combustion engine can be connected to the electric motor by means of a clutch.
  • a transmission can be connected to the electric motor downstream in the torque flow and the drivetrain can be connected to the transmission downstream.
  • the clutch between the internal combustion engine and the electric machine is disengaged when the internal combustion engine is deactivated so that there is no power-transmitting connection between the internal combustion engine and the electric motor. In this operating situation, the electric motor alone drives the vehicle.
  • the clutch must be engaged if the internal combustion engine is to be started so that the internal combustion engine can be turned over up to the starting rotational speed at which the engine can start of its own accord.
  • unpleasant juddering is experienced by the vehicle occupants, because torque that was available for the forward propulsion of the vehicle before the starting of the internal combustion engine suddenly is branched away and no longer available for forward propulsion due to the turning-over of the internal combustion engine.
  • DE 10 2008 040 662 A1 discloses a system where a clutch torque is raised linearly, then held at a plateau as a function of time, and for thereafter is raised linearly again.
  • the system is intended to determine the breakaway torque of the internal combustion engine, because it changes over the course of the operation of the engine.
  • the object of the method is achieved by an engine starting method for an internal combustion engine of a motor vehicle having an internal combustion engine and having at least one electric motor as a drive motor.
  • the internal combustion engine and the electric motor are arranged on a common shaft so that the internal combustion engine and/or the electric motor can introduce torque into a transmission arranged downstream in the drivetrain.
  • a separating clutch is provided between the internal combustion engine and the electric motor. The method includes the steps of:
  • This method yields a low friction power input because the starting process takes place relatively quickly in relation to the prior art and uses the increase of the rotational speed of the electric motor to accelerate the internal combustion engine to a rotational speed approaching or corresponding to the ignition rotational speed.
  • the increase of the rotational speed of the electric machine preferably takes place to such an extent that the kinetic energy thereby stored is sufficient to increase a rotational speed of the internal combustion engine, preferably to a rotational speed value at least close to the ignition rotational speed of the internal combustion engine.
  • the separating clutch is disengaged again when the ignition rotational speed has been at least substantially reached, and the torque transmissible by the separating clutch is reduced.
  • the engagement and/or disengagement of the separating clutch preferably takes place in a torque-modulated manner and in a controlled manner in multiple phases.
  • the control advantageously takes place in a stepped manner in the phases.
  • the torque transmissible by the separating clutch set in a first phase preferably lies substantially above the reserve torque of the electric motor, and most preferably corresponds to at least twice the reserve torque.
  • the transmissible torque also may be greater in the first phase. It is particularly advantageous for the transmissible torque to attain a value that leads to a fast reduction of the rotational speed of the electric motor.
  • a transmissible torque in the second phase may be set to correspond substantially to the reserve torque of the electric motor and thus is reduced.
  • the transmissible torque set in the second phase may also be even lower, even zero.
  • the transmissible torque set in a second phase preferably is reduced in relation to the torque set in the first phase.
  • the transmissible torque also may be reduced to the value of the reserve torque or to zero.
  • the transmissible torque set in a second phase preferably is reduced in relation to the torque set in the first phase.
  • the transmissible torque advantageously is reduced to a value approximately equal to the reserve torque.
  • the time duration of the setting preferably is in a range of approximately 50 ms to 100 ms, so that a fast engine start and only a short friction time are realized.
  • the duration of the phases then lies in the time range of approximately 20 ms to 50 ms.
  • the transmissible torque preferably is the maximum torque.
  • the friction time of the separating clutch lies in the range from less than 50 ms to approximately 100 ms to 150 ms.
  • the object invention also relates to a motor vehicle having an internal combustion engine and having at least one electric motor as a drive motor, wherein the internal combustion engine and the electric motor are arranged on a common shaft.
  • the internal combustion engine and/or the electric motor can introduce torque into a transmission arranged downstream in the drivetrain, and a separating clutch is provided between the internal combustion engine and the electric motor, for carrying out an engine starting method.
  • a damper preferably is arranged between the internal combustion engine and the electric motor or downstream of the electric motor.
  • the transmission may be a dual-clutch transmission having two clutches.
  • FIG. 1 is a schematic view of a motor vehicle having an internal combustion engine and an electric motor.
  • FIG. 2 is a schematic view of a motor vehicle having an internal combustion engine and an electric motor.
  • FIG. 3 is a diagram illustrating torques as a function of the time and a diagram illustrating rotational speeds as a function of the time.
  • FIG. 4 is a diagram illustrating torques as a function of the time and a diagram illustrating rotational speeds as a function of the time.
  • FIG. 5 is a block diagram illustrating a sequence of a method according to the invention.
  • FIG. 1 is a schematic view of a motor vehicle 1 having an internal combustion engine 2 and having an electric motor 3 .
  • the internal combustion engine 2 and the electric motor 3 are arranged on a common shaft 4 , which means that the drive output 5 of the internal combustion engine 2 and the drive output 6 of the electric motor 3 transmit onto the same shaft 4 .
  • a damper 8 which may for example be in the form of a dual-mass flywheel.
  • the separating clutch 7 can connect the output shaft of the internal combustion engine 2 to the output shaft 6 of the electric motor 3 in a torque-transmitting manner. In the disengaged state, the clutch 7 is open and transmits no torque of the internal combustion engine 2 to the shaft 4 .
  • the torque transmissible by the clutch may be modulated in a controlled manner.
  • modulation of the transmissible torque for example by means of control of a contact pressure of a clutch disk in the clutch between a thrust plate and a clutch housing, it is possible in a targeted manner to set slip conditions or a transmissible torque.
  • a dual-clutch transmission 9 Downstream of the electric motor 3 in the torque flow there is arranged a dual-clutch transmission 9 having two clutches 10 , 11 and the related transmission 12 , which is illustrated merely schematically. Downstream thereof is arranged a further drivetrain 13 with a differential 14 and axles 15 and driven wheels 16 .
  • FIG. 2 shows a schematic view of an alternative illustration of a motor vehicle 101 having an internal combustion engine 102 and an electric motor 103 .
  • the internal combustion engine 102 and the electric motor 103 are again arranged on a common shaft 104 , which means that the drive output 105 of the internal combustion engine 102 and the drive output 106 of the electric motor 103 transmit onto the same shaft 104 .
  • a separating clutch 107 Downstream of the internal combustion engine 102 there is arranged a separating clutch 107 .
  • a damper 108 Arranged downstream of the electric motor 103 is a damper 108 which may for example be in the form of a dual-mass flywheel.
  • the separating clutch 107 can connect the output shaft of the internal combustion engine 102 to the output 106 of the electric motor 103 in a torque-transmitting manner. In the disengaged state, the clutch 107 is likewise open and transmits no torque of the internal combustion engine 102 to the shaft 104 .
  • the torque transmissible by the clutch 107 may again be modulated in a controlled manner.
  • a dual-clutch transmission 109 Downstream of the electric motor 103 in the torque flow there is likewise arranged a dual-clutch transmission 109 having two clutches 110 , 111 and the related transmission 112 , which is illustrated merely schematically. Downstream thereof is arranged a further drivetrain 113 with a differential 114 and axles 115 and driven wheels 116 . The damper 108 is thus arranged between the electric motor 108 and the dual-clutch transmission 109 .
  • the upper diagram of FIG. 3 shows the profile with respect to time of torques M as a function of the time t, wherein the lower diagram of FIG. 3 shows the profile with respect to time of rotational speeds n as a function of the time t.
  • the curve 201 shows the profile with respect to time of the torque of the electric motor
  • the curve 202 shows the profile with respect to time of the transmissible torque of the separating clutch
  • the curve 203 shows the reserve torque of the electric motor.
  • the curve 204 shows the profile with respect to time of the rotational speed n of the electric motor
  • the curve 205 shows the profile with respect to time of the rotational speed n of the internal combustion engine
  • the curve 206 shows the rotational speed n at the transmission input of the downstream transmission 12 , 112 .
  • the torque and the rotational speed of the electric motor are increased.
  • the torque 201 is raised, in one step, to a new value and remains constant there.
  • the rotational speed increase of the electric motor follows this linearly as per the curve 204 . Kinetic energy is thus stored in the electric motor.
  • slip conditions are set at least at one clutch of the downstream transmission, such that the driving speed of the vehicle remains unchanged.
  • the transmissible torque of the separating clutch is raised from zero to a predefinable value M 1 .
  • M 1 preferably lies considerably above the reserve torque of the electric motor.
  • the torque is preferably at least twice the reserve torque of the electric motor.
  • the targeted engagement of the separating clutch at the time t 1 has the effect that, between t 1 and t 2 , the rotational speed of the electric motor decreases and the rotational speed of the internal combustion engine increases.
  • the slip conditions of the at least one clutch of the downstream transmission are ended, and the increase of the torque of the electric motor is also ended at t 3 .
  • the separating clutch is closed.
  • the upper diagram of FIG. 4 shows the profile with respect to time of torques M as a function of the time t, wherein the lower diagram of FIG. 4 shows the profile with respect to time of rotational speeds n as a function of the time t.
  • the curve 301 shows the profile with respect to time of the torque of the electric motor
  • the curve 302 shows the profile with respect to time of the transmissible torque of the separating clutch
  • the curve 303 shows the reserve torque of the electric motor.
  • the curve 304 shows the profile with respect to time of the rotational speed n of the electric motor
  • the curve 305 shows the profile with respect to time of the rotational speed n of the internal combustion engine
  • the curve 306 shows the rotational speed n at the transmission input of the downstream transmission 12 , 112 .
  • the torque and the rotational speed of the electric motor are increased.
  • the torque 301 is raised, in one step, to a new value and initially remains constant there.
  • the rotational speed increase of the electric motor follows this linearly as per the curve 304 . Increased kinetic energy is thus stored in the electric motor.
  • slip conditions are set at least one clutch of the downstream transmission, such that the driving speed of the vehicle remains unchanged.
  • the transmissible torque of the separating clutch is raised from zero to a predefinable value M 1 which lies between the reserve torque of the electric motor and the maximum transmissible torque of the separating clutch.
  • M 1 preferably lies above the reserve torque of the electric motor, or is several times, such as for example two times to five times or even up to ten times, higher than the reserve torque of the electric motor.
  • the targeted engagement of the separating clutch at the time t 1 has the effect that, between t 1 and t 2 , the rotational speed of the electric motor decreases and the rotational speed of the internal combustion engine increases to the rotational speed of the electric motor. Kinetic energy is thus transmitted from the electric motor to the internal combustion engine, and the latter is accelerated.
  • FIG. 5 shows a block diagram 400 for explaining the invention.
  • the increase of the torque of the electric machine takes place in block 401 ; the resulting increase of the rotational speed of the electric machine takes place in block 402 ; the resulting setting of slip conditions at least one clutch of the downstream transmission takes place in block 403 .
  • the controlled engagement of the separating clutch takes place in block 404 , the ending of the slip conditions of the at least one clutch of the downstream transmission takes place in block 405 , and the ending of the increase of the torque of the electric motor takes place in block 406 .

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
US13/847,665 2012-03-20 2013-03-20 Engine starting method Active 2033-06-26 US9175633B2 (en)

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US10836375B2 (en) * 2013-02-08 2020-11-17 Cummins Electrified Power Na Inc. Powertrain configurations for single-motor, two-clutch hybrid electric vehicles
KR101519263B1 (ko) * 2013-12-18 2015-05-11 현대자동차주식회사 하이브리드 차량의 주행 제어방법
KR101500403B1 (ko) * 2013-12-26 2015-03-09 현대자동차 주식회사 하이브리드 차량의 클러치 슬립 제어 장치 및 방법
US9150219B2 (en) * 2014-02-21 2015-10-06 Ford Global Technologies, Llc Hybrid electric vehicle and method of starting engine
KR101765594B1 (ko) * 2015-12-11 2017-08-07 현대자동차 주식회사 듀얼 클러치 변속기를 구비한 하이브리드 차량의 제어 방법 및 장치
DE102016217575A1 (de) 2016-09-15 2018-03-15 Volkswagen Aktiengesellschaft Antriebsanordnung für ein Fahrzeug
CN110901415B (zh) * 2019-12-18 2021-08-03 东风汽车有限公司 一种增程器起动控制方法及系统
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FR2988440A1 (fr) 2013-09-27
US20130247870A1 (en) 2013-09-26
KR20130106788A (ko) 2013-09-30
DE102012102342A1 (de) 2013-09-26
CN103318169A (zh) 2013-09-25
FR2988440B1 (fr) 2019-01-25
JP2013209082A (ja) 2013-10-10
CN103318169B (zh) 2016-12-28

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